NAMSWorthy

President’s Corner

Since our last newsletter, your President and the Board of Directors of NAMSGlobal and IAMWS have been extremely busy with growth, development and keeping integrity within our organizations.

Before I bring you all up to date on all this, I am going to comment on one of my mentors. He was never a member of NAMSGlobal but truly was a shining star for all our organization stands for. His name was Pete Trudell (1930-2013). During the majority of my career, Pete Trudell served as a mentor, sounding board and my go to contractor when I ran my own company. As is so often the case, he was not everyone’s favorite, but everyone knew he was going to be straight, honest and forthcoming with them. Until Pete was slowed down by the stroke that eventually took his life, he lived with his boots on. So, Pete – fair winds and following seas as you “Cross the Bar” for the last time.

First – upcoming news. The East Gulf Region, under the guidance of Conrad Breit, is hosting a seminar and the Fall Board of Director’s meeting in New Orleans on October 24th and 25th. Come help me celebrate my 49th birthday while we chart the way for NAMSGlobal going forward. Times and venue will be announced soon.

Our National Conference Committee (Greg & Reggie Gant lead it) is hard at work finding a location for the Spring 2014 Conference. It will be east, probably on the coast, in April or May. Stay tuned as we look forward to full details. Anyone with speakers or members wanting to speak at the convention, please contact Greg.

We have seen in the past year or so a trend of failures on the Ethics test. Several promising candidates have failed at least once. There is the opportunity to take the test twice, but please work with your protégés to assist them. Guidance on preparation is as follows from the NAMSGlobal code:

Marine Surveyor Professional Conduct
These canons express the standards of professional conduct expected of NAMSGlobal members:

Surveyors shall perform services only in their areas of their expertise.

Surveyors shall build their professional reputation on the merit of the service they provide.

Surveyors shall continue their professional development throughout their careers and shall provide opportunities for the professional development of their associates.

Surveyors shall disseminate professional knowledge in a truthful, objective manner for the benefit of the association and the profession.

Surveyors shall not be engaged so as to create conflicts of interest. No surveyor shall accept an assignment where a potential conflict of interest exists or can be reasonably foreseen.

No surveyor shall take any position contrary to his own knowledge or opinion for any direct or indirect gain or its equivalent.

Surveyors shall not perform repairs to any vessel they have surveyed.

Surveyors shall not accept any monetary gain dependent upon the sale of a surveyed vessel, the valuation placed on the vessel or for the referral of repair work.

Surveyors shall, at all times, display the highest standards of integrity and professional competence.

The ethics test itself is constantly under analysis by the Ethics Committee and your President. It is not meant to be extremely difficult and questions that typically are missed are revised or changed to be clearer. Ethics is one of our fundamental legs with skills, testing and continuing education that make NAMSGlobal and IAMWS what it is. We have found in the past that those unable to pass are not good candidates for NAMSGlobal or IAMWS.

During April, I travelled to the regional meeting in Tampa hosted by the Southeast then on to London to roll out IAMWS to the world. The regional meeting in Tampa was attended by over 20 very interested surveyors. The program was well done. Many kudos to Dick Learned and his team for the active involvement of NAMSGlobal/IAMWS in the life of the region.

Subsequent to the regional meeting I arrived London in time for to watch the London Marathon. The outpouring of support for the victims of Boston was palpable in display. I was in London to roll out the IAMWS protocol to the Lloyd’s Underwriters. On Wednesday, the 24th of April, the presenters (Doug Devoy, Peter Baggaley, James Miller, Len Messenger and I ) got together for the finishing touches. The presentation commenced at 09:30 on the 25th of April with a packed Lloyds Library. There were estimated 120-140 attendees. The presentation was well received and the questions were lively with a very positive feedback from the crowd. We have received many applications and requests for information since. The Board of Directors of IAMWS is working hard to get all the pieces together to continue the certification process. As we have discussed at length in the past, the initial focus is on the Marine Warranty Surveyor individuals who focus on the offshore energy business. This is of course not its sole focus but the initial testing will be on this subject. Please contact Doug Devoy if you would like an application.

The IAMWS Board of Directors meeting was held on the afternoon of the 25th attended in person by 10 Board members with another 4 on the telephone. The Board continued to work on structure and fleshed out the Qualifications and Certification Committee to move the testing protocol ahead.

In a further update, the Global diversity of IAMWS means (and this is a good thing) that the testing of members will need to move to an online platform. This platform will eventually be the portal for all testing. We are currently evaluating contractors and will be in touch on further updates.

In another exciting development, Mike Beijar (our webmaster) is taking on redesign of the website from a looks and functionality standpoint. Anyone with specific thoughts or ideas, please give Mike a call or email him. All details are available online.

Elections for the position of Vice President and President come up in the fall. Please contact our Secretary, Ian Cairns or let the NAMSGlobal office know of your interest. As per the By-Laws, the position of National Vice President and President are elected by the members to start in even years with Secretary and Treasurer as appointed positions on the odd years. The current Vice President is term limited by the By-Laws. The current President is not.

An Irish blessing to complete:
May the roads rise to meet you
May the wind be always at your back
May the rain fall softly upon your fields
And, may God’s light shine brightly on you and your kin.
Keep your sails trimmed taut until then,

Steven P. Weiss, NAMS-CMS
President

Editor’s
Message

The news articles and current events you send in make the NAMSGlobal E-News interesting to readers in all disciplines of marine survey: Please send new material to editor@namsglobal.org.

Thanks, and best regards to all.

Greg Weeter, Editor

NAMS Applicants

New Applicants

Name

Status & Discipline Applying For

Region

Sponsor(s)

Steven DeLong, NAMS Apprentice

NAMS-CMS / Cargo

S. Atlantic

David Pereira

Donald Kinsey Jr, NAMS Associate

NAMS-CMS / Y&SC

C. Atlantic

Andrew Kinsey

Robert Paine

NAMS-Associate / Y&SC

N. England

Bob Wallstrom, Neil Rosen, Jonathan Klopman

Alexander R. Burns

IAMWS-CMWS

W. Gulf

Steve Weiss

David Falkner

IAMWS-CMWS

W. Gulf

Steve Weiss

Michael Hassett

NAMS-CMS

E. Gulf

Norman Antrainer

Alberto Morandi

IAMWS-CMWS

W. Gulf

Steve Weiss

Rajgopal (Raj) S. Rao

NAMS-CMS / Cargo

C. Atlantic

Rajesh Verma

Vishal Sharma

IAMWS-CMWS

W. Gulf

Doug Devoy

Pham Tuan Anh

IAMWS-CMWS

W. Gulf

Doug Devoy

Patrick Yap Chai

IAMWS-CMWS

W. Gulf

Doug Devoy

Upcoming
Educational Events

ABYC 2013 Course Calendar

For the latest information on ABYC’s 2013 educational programs, please go to the ABYC home page by clicking here and look under Events in the right sidebar. Be advised it opens a new window in your browser. Simply close it to return here.

If you have questions regarding registration for the ABYC courses please contact Cris Gardner or Sandy Brown at 410.990.4460.

AIMU Online Education

There are new additions to AIMU’s online Web Lecture Center, which now offers fourteen webinars. The online Web Lecture Center can be accessed through the AIMU website under the ‘Education’ tab or directly at http://www.aimuedu.org/default.aspx. Additional recordings will be added continually and will particularly benefit those who prefer viewing the lectures at their convenience. The fee for each webinar is $50 (members) and $75 (non-members).

Students now have two options: Attend in the classroom or as a Distance Learning Student. AIMU now offers this option as a means to train the ocean marine industry. You can attend from anywhere in the U.S. We provide you with a link to videoconference into the classroom. Turn on your computer, dial your phone (or turn on your computer speakers) and attend. This includes video and audio capability using Microsoft Live Meeting! You will have the ability to see, hear, and ask questions of the instructor. For a list of classes go to: http://www.aimu.org/AIMUEducationSchedule.htm.

Each of the classes will require at least 20 hours completing and some may take up to 30 depending on the extensiveness of the student. If Members require CEs. I am now able to provide the office with an attendance time on task for each student so that you know the minimum amount of time put in by each student.

To obtain syllabus of the classes contact: Janet Peck, NAMS-CMS, 843.628.4340 or 843.291.2922 or email jpeck@sunymaritime.edu. To enroll in any of these classes you should contact: Margaret Poppiti Administrative Assistant Department of Professional Education & Training SUNY Maritime College 6 Pennyfield Avenue Throggs Neck, NY 10465 www.sunymaritime.edu (718) 409-7341 MPoppiti@sunymaritime.edu

ProBoat E-Training is a series of online courses developed by the staff of Professional BoatBuilder magazine offering a variety of web-based courses. If you have suggestions for new offerings, please contact us.

Since its inception in 1972 Houston Marine has become the premier source for the certification and training of maritime personnel by offering efficient, cost-effective products and services in a variety of locations and formats. The schedule for the 2013 is available at http://www.houstonmarine.com/.

Maritime Training Academy (MTA)

The MTA Diploma in Ship Building and Ship Repair commences April 1st and offers flexible enrollment. This course is the ONLY distance learning diploma in the world covering this topic. If you would like to join this course or you require more information, please email ken.lovegrove@maritimetrainingacademy.com. Alternatively click here to download the brochure and application for ship building & repair.

Click here for other short courses including, but not limited to, marine incident investigation.

Svitzer Salvage Academy

With a history spanning centuries and an unbeaten track record in maritime emergency management, Svitzer Salvage has a unique combination of knowledge and experience to offer. The Svitzer Salvage Academy provides professionals in the marine industries access to the know-how gained over thousands of casualty situations, prevented, managed and controlled by Svitzer and its affiliates over the years. Svitzer Salvage B.V. http://www.salvage-academy.com/

20 June 2013 New Orleans, Louisiana

The New Orleans Chapter of the American Society of Appraisers will have its second meeting of 2013 on June 20th beginning at 7:00pm. We will meet at Tableau, Dickie Brennan’s newest restaurant, located at 616 St. Peter Street in the French Quarter.

Our speaker for the evening is Eric Smith, Tulane University, who will give us his take on the prospects for the oil and gas industry.

The subsidized cost of the dinner will be $30 per person. Seating will be limited for the dinner, so please send me an email (Riley@chaffe-associates.com) to RSVP.

28 & 29 June 2013 Reston, VA

15-Hour USPAP. The objective of this class is to familiarize students with the recognized standards governing professional appraisals. This is the 15-hour Uniform Standards of Professional Appraisal Practice (USPAP) class approved by the Appraisal Standards Board of The Appraisal Foundation. Contact Information: American Society of Appraisers P: (800) 272-8258 E: asainfo@appraisers.org

Advanced Oxford Bunker Course – This three-day training programme is designed as a progression from the well-established introductory Oxford Bunker Course. It integrates every aspect of bunkering (operations, technical, commercial, environmental and legal) and will include a combination of lectures, syndicate work exercises and tests. It is intended for those with at least two years’ experience of bunkering.

The National Association of Marine Surveyors will hold their Fall Board of Directors Meeting (semi-annual meeting) on Saturday 26 October 2013. The meeting is hosted by Conrad Breit of the E Gulf Region. The BoD meeting follows the E Gulf Region Meeting & Seminar on 25 October 2013. More information on the time and place to follow.

29–31 January 2014 Fort Lauderdale, FL

2014 International Marina & Boatyard Conference (IMBC) is now available at MarinaAssociation.org/IMBC. IMBC is produced by the Association of Marina Industries. AMI information and contacts at www.marinaassociation.org/imbc.

NAMSWorthy

Employment Opportunities

Marine Surveyors – All Disciplines

American Bureau of Shipping (ABS) is currently looking for a variety of Marine Surveyors from all disciplines primarily servicing our Gulf Port locations with future nationwide opportunities. Candidates can have experience with all stages of construction and inspection of all size vessels. Everyone is encouraged to apply as we are in high demand of individuals with marine experience. Please send resumes to tyler@yourhrremedy.com and someone will contact you for a further conversation. Most positions are contract to hire with some full time opportunities and in search of immediate assistance.

Articles
Of Interest

International Association of Marine Warranty Surveyors Launched

On Thursday 25 April 2013, at Lloyd’s of London, a new professional body– the International Association of Marine Warranty Surveyors (IAMWS) – was formally launched. Around 120 representatives from the energy insurance market together with brokers and oil company representatives attended a seminar to announce the aims and objectives of the new association, said in the press release.

This new body will assess and provide accreditation to practicing marine warranty surveyors from across the world to ensure they operate to an acknowledged minimum professional standard and code of ethics. The benefits of a common standard have increasingly been discussed by the offshore oil & gas industry, and IAMWS has been created to promote a consistent and robust level of service.

The IAMWS offers accreditation to individual practicing marine warranty surveyors (not companies) allowing them to become Certified Marine Warranty Surveyors (CMWS). To qualify, surveyors need to demonstrate that they are capable of performing to a set of minimum standards. They will undergo testing, continuing professional development and be subject to the rules of the Association. Certification is currently limited to offshore development projects (oil & gas) but plans exist to extend this to include rig moves, rig location and energy related heavy lift operations. IAMWS is an all-inclusive association and, to date, around 30 marine warranty surveyors have been accepted and certified. It is thought that around 800 marine warranty surveyors will apply for membership from around the globe.

As well as providing certification, IAMWS aims to serve as a technical forum to share ideas, best practice and lessons learned as well as holding seminars to promote open dialogue with underwriters, oil & gas companies, contractors and other stakeholders in major offshore oil and gas development projects.

Speaking at the launch, the inaugural IAMWS chairman, Steven Weiss said: “This new association will give the insurance sector additional confidence that the marine warranty surveyors attending operations are equipped to do the job that is required. It will also provide a platform to enhance the dialogue and develop a much closer relationship between surveyors, underwriters and other stakeholders in the offshore energy sector.”

IAMWS an independent, not-for-profit professional body has been formed as an affiliate of the National Association of Marine Surveyors (NAMS Global), and will be governed by its own board, bylaws and committees. It was created by six founding members who are Braemar Offshore, GL Noble Denton, Global Maritime, London Offshore Consultants, MatthewsDaniel, and NAMS Global as well as representatives of the Joint Rig Committee. Its chairman is Steven Weiss who is VP at Liberty International Underwriters.

Ammonia (technically anhydrous ammonia, meaning ammonia without water) is the oldest known refrigerant. Ammonia is used in place of halocarbons in industrial applications because it is cheap and extremely efficient. Furthermore it has a high latent capability compared to R-22 or other halocarbons, meaning it absorbs more heat per pound and thus has lower operating costs. The International Institute of Ammonia Refrigeration’s (IIAR) Green Paper “Ammonia: The Natural Refrigerant of Choice” states that: “Ammonia does not destroy atmospheric ozone and does not contribute to the greenhouse effect linked to global warming. The use of ammonia as a refrigerant is consistent with international agreements on reducing global warming and ozone depletion.” Ammonia is the most commonly used refrigerant worldwide for large commercial applications.

However ammonia is classified as a hazardous substance and is considered a high health hazard because it is corrosive to the skin, eyes, and lungs. Appendix A of 29 CFR 1910.119 (OSHA) lists ammonia as a “toxic and reactive highly hazardous chemical that presents a potential for a catastrophic event at or above the threshold quantity.” An article, “Anhydrous Ammonia: Managing The Risks,” from the North Dakota State University Extension Service (reprinted May 2011), describes ammonia as “a clear, colorless gas at standard temperature and pressure conditions and has a very characteristic odor. The odor is the strongest safety feature of the product. … It is generally not considered to be a flammable hazardous product because its temperature of ignition is greater than 1,560 degrees F and the ammonia/air mixture must be 16 percent to 25 percent ammonia vapor for ignition.” The article goes on to describe the serious health risks to skin, eyes and lungs as a result of uncontrolled releases.

The USCG recognizes the possible health issues resulting from emergencies related to these systems aboard commercial fishing vessels (FVs) with the requirements of 46 CFR 28.205 (b) Fireman’s Outfits and Self-contained Breathing Apparatus requiring that: “Each vessel that uses ammonia as a refrigerant must be equipped with at least two self-contained breathing apparatuses.” In addition 46 CFR 28.205 (d) requires “At least one spare air bottle must be provided for each self-contained breathing apparatus.” This requirement for those equipped FVs is also found in the “Commercial Fishing Vessel Safety Operators Examination Guide,” (CG-5587E) on page 5, Lifesaving, in the section “Additional Requirements For Documented Vessels Operating Beyond The Boundary Line Or With More Than 16 People On Board.” Those vessels that do not meet this criterion cannot be issued the Commercial Fishing Vessel Safety Examination Decal.

Other USCG requirements are found in the training of personnel aboard FVs 46 CFR 28.270 (a) Drills and instruction, requires “the master or individual in charge of each vessel must ensure that drills are conducted and instruction is given to each individual on board at least once each month. … it ensures that each individual is familiar with their duties and their responses to at least the following contingencies.” A list of contingencies is then given and two of these appear especially pertinent to FVs equipped with ammonia refrigeration systems: (1) Abandoning the vessel (in this particular case only to the extent that all personnel are accounted in the event of a failure of the ammonia refrigeration system); and (7) Donning a fireman’s outfit and a self-contained breathing apparatus, if the vessel is so equipped.“ Other contingencies pertinent to vessels with ammonia refrigeration systems would include accidents, such as condenser or equipment failures, where ammonia gas is released into a compartment or compartments. In that case additional drill and instruction requirements for those FVs would be evolutions such as decontaminating and ventilating affected compartments; communications between SCBA wearing personnel; recovery of personnel in affected areas; and first aid to personnel with injuries due to ammonia.

46 CFR 28.270(e) requires a: “Safety orientation. The master or individual in charge of a vessel must ensure that a safety orientation is given to each individual on board that has not received the instruction and has not participated in the drills required by paragraph (a) of this section before the vessel may be operated.” A safety orientation on FVs equipped with ammonia refrigeration systems would also appear to require training on ammonia as a hazardous gas and what to do in case of leaks or other problems with the vessels refrigeration system.

The U.S. Coast Guard and OSHA standards establish a standard of reasonable care and reasonable fitness for uninspected FVs. OSHA has regulatory responsibility regarding safety aboard uninspected FVs while they are in US waters. The latest OSHA Instruction on these matters is Directive Number: CPL 02-01-04, effective date: 02/22/2010, Subject: OSHA Authority Over Vessels and Facilities on or Adjacent to U.S. Navigable Waters and the Outer Continental Shelf (OCS). Appendix A of that Instruction lists “Specific Conditions On Commercial Uninspected Fishing Industry Vessels Subject To OSHA Enforcement.”

One of the conditions listed is found in 29 CFR 1910.119, “Process safety management if the vessel is carrying more than the threshold quantity of any of the toxic hazardous chemicals including A. More than 10,000 pounds of ammonia.” Ammonia weighs 5.15 lbs. at 60 F, so a 3000-gallon system as found on a 1200 GT purse seiner would have approximately 15,000 lbs. of ammonia and fall under this requirement. Systems on other FVs should be sized to determine if they must meet this requirement. 29 CFR 1910.119 has “requirements for preventing or minimizing the consequences of catastrophic releases of toxic, reactive, flammable, or explosive chemicals. These releases may result in toxic, fire or explosion hazards.” To meet this owners must perform among other things, process safety information, process hazard analysis, and establish written operating procedures that provide clear instructions for safely conducting activities on their vessels.

29 CFR 1910.120 (OSHA) Hazardous waste operations and emergency response, is also listed in Appendix A to the OSHA Instruction. This requires owners to “develop and implement a written safety and health program for their employees involved in hazardous waste operations. The program shall be designed to identify, evaluate, and control safety and health hazards, and provide for emergency response for hazardous waste operations.” As part of this program it requires employees to receive 24-hours of Hazardous Waste Operations and Emergency Response training (HAZWOPER) and an 8-hour annual refresher. Those who assist with response in a defensive fashion are required to have 8 hours of initial training and an annual 8-hour refresher.

With regards to recommended industry practices, USCG NVIC 5-86 “Voluntary Standards for U.S. Uninspected Commercial Fishing Vessels” recommends that the machinery on commercial fishing vessels meet the requirements of 46 CFR Subchapter F, Marine Engineering. 46 CFR 58.20 is Refrigeration Machinery. 46 CFR 58.20-15 (a) Installation of Refrigeration Machinery states: “Where refrigerating machines are installed in which anhydrous ammonia is used as a refrigerant, such machines shall be located in a well-ventilated, isolated compartment, preferably on the deck, but in no case shall it be permissible to install such machines in the engine room space unless the arrangement is such as to eliminate any hazard from gas escaping to the engine room.” 46 CFR 58.20-15(b) states: “Machinery compartments containing equipment for ammonia shall be fitted with a sprinkler system providing an effective water spray and having a remote control device located outside the compartment.” 46 CFR 58.20 (c) requires that “All refrigeration compressor spaces be effectively ventilated and drained and shall be separated from the insulated spaces by a watertight bulkhead, unless otherwise approved.” 46 CFR 58.20-20 covers Refrigeration Piping and 46 CFR 58.20-25 Tests covers system components.

A recent catastrophic failure of an ammonia condenser on board a FV shows how important it is to prevent the escape of ammonia gas from a compartment and to have sprinkler systems in those compartments. The condenser was located on the well deck of a large purse seiner and failed while the vessel was in port. This failure released ammonia gas into the vessel. The space where the condenser failed was on the deck below the Chief Engineers’ stateroom. The access between the two decks was a stairwell with a wooden door at the top leading onto the deck outside the Chief Engineer’s stateroom. The vessel’s Chief Engineer was in his bunk at the time and was able to get out of his room into the passageway but was overcome with the toxic ammonia gas, which burnt his throat, causing it to swell and causing him to choke to death. Had the condenser space been properly ventilated and sealed, the gas would not have escaped to the deck above where the crew’s living quarters are. If the condenser space had had a sprinkler system, water from it would have diluted the toxic ammonia gas and enabled the Chief Engineer to get out of his stateroom with little or no problems.

Section N-3, Refrigeration Plants, of Enclosure 1 USCG NVIC 5-86 Voluntary Standards for U.S. Uninspected Commercial Fishing Vessels states that “Refrigerating machinery utilizing toxic refrigerants should be located in an area separated from any adjacent accommodations by a gastight bulkhead. The space should be provided with a separate and self-contained ventilation system. Escape exits from such spaces should not lead directly into crew accommodation. Where toxic refrigerants are used, one of the exits should lead to the weather deck.”

P-259, Refrigeration Systems, North Pacific Fishing Vessel Owners’ Association Vessel Safety Manual, Fifth (Revised) Edition, November 2004, states that “Both ammonia and Freon can pose significant danger when released.” It goes on to recommend: “written procedures should be developed to enable a safe and orderly response to large leaks.” These written procedures would appear to be consistent with 29 CFR 1910.120 as discussed above.

A good general introduction covering all aspects of ammonia refrigeration on FVs is found in NOAA Technical Memorandum NOAA-TM-NMFS-SWR-011, “Tuna Handling and Refrigeration on Purse Seiners” dated 1985 (copies may be obtained by contacting me by e-mail: joederie@comcast.net). Technical questions regarding system design issues should of course be referred to the manufacturer. More information on ammonia refrigeration systems can be provided by professional organizations that provide industry standards such as the International Institute for Ammonia Refrigeration, or the American Society of Heating, Refrigerating and Air Conditioning Engineers.

For the economic reasons described above ammonia refrigeration systems can be found on many commercial fishing vessels. For the health reasons given above the owners, officers, operators and crew of FVs equipped with those systems need to be aware of the dangers of these systems and prepare accordingly. Marine surveyors should be aware of the OSHA and USCG requirements and industry recommendations when surveying these vessels and acting as 3rd Party Fishing Vessel Examiners, should be prepared to survey to those standards and be prepared to discuss them as necessary.

The Electric Shock Drowning Prevention Association is a 501(c) nonprofit organization devoted to saving the lives of those who frequent our recreation waters. You are invited to browse the website to learn how to protect your family from the danger of Electric Shock Drowning. Awareness is the first step to preventing such a tragedy from occurring to your family and friends. Our mission is to save lives, and our objectives are listed below:

To prevent injuries and loss of life due to Electric Shock Drowning (ESD) and water-related electrocutions.

To promote the understanding of the mechanisms of Electric Shock Drowning so individuals know how this happens.

To recognize and spread awareness to high-risk areas.

To provide a resource for the investigation of all drownings of a suspicious nature so that Electric Shock Drownings are properly identified.

To identify prevention measures for Electric Shock Drowning using American Boat and Yacht Council (ABYC), National Fire Protection Association, and National Electrical (NEC) standards, and other existing technology.

To enlist you to help in a nationwide effort to prevent these tragedies from occurring.

Two detained tugs were recently smuggled out under cover of night from the west Cornish port of Newlyn.

The 70ft 151-tonne former UK Ministry of Defence vessels, Juliette Pride 1 and 2, were being held after Maritime and Coastguard Agency surveyors discovered numerous safety defects and deficiencies, and unhygienic conditions. The boats, believed to be owned by a Nigerian oil trader, are Tanzanian-flagged. The flag is black-rated as high risk on the list of the Paris Memorandum of Understanding on port state control.

The tugs jumped detention from Newlyn harbour in the early hours of Sunday 3 March. They were believed to be heading for Africa with their tracking systems turned off to avoid detection as the Coastguard at Falmouth was unable to pick up their trace on radar. HMS Severn, understood to be in the area that morning, reportedly said it had not spotted anything. The MCA admitted there was little it could do once the tugs got beyond UK territorial waters to international waters. Coastguard officials expressed fears that the boats would sink, endangering the lives of its crew and causing pollution.

In December Juliette Pride 2 had called in at Douglas on the Isle of Man with engine trouble. Its then Georgian crew were stranded on the island for a month without pay, and were sustained by food parcels from the Salvation Army before receiving their wages and being flown home.

They were replaced by Ghanaian or Nigerian crew, the reports vary, who sailed the vessel to Newlyn to join its sister vessel. Courtesy Flashlight

Engine room flooding incident investigated

Investigations were launched recently after one of the world’s largest containerships, the 15,500TEU Emma Maersk, suffered engine room flooding and consequent loss of power in the Suez Canal. The 170,794gt Danish-flagged vessel had to be towed to the Suez Canal Container Terminal after the engine room was flooded to a depth of around 16m.

Maersk Line said initial inspections by divers showed that the water ingress was caused by damage to one of the stern thrusters. Head of ship management Palle Laursen said the company is treating it as an isolated incident. ‘Until we know the exact reason, however, we have as a precautionary measure instructed the other vessels in the E-class fleet not to use their stern thrusters,’ he added. Mr. Laursen said the vessel had not been in danger of sinking at any time. ‘The crew handled the situation very well and did exactly what they should at all stages,’ he added. ‘The water came in fast and they tried with the bilge system but it was just not enough.’

Captain Marius Gardastovu said it had been ‘a shocking experience when you look back and consider what could have happened, but given the circumstances, everything was handled as well as possible because of a close-knit crew who knew exactly what to do.’ Courtesy Flashlight

Question: What should be the course of action if a non-documented UTV is suspected of being at least five net tons?

Answer: In accordance with 46 CFR 67.7 and 67.19, and unless exempted under 46 CFR 67.9, a towing vessel of at least five net tons is required to have a properly endorsed Certificate of Documentation (COD). A Coastwise endorsement entitles the vessel to employment in unrestricted coastwise trade, dredging, towing, and any other employment for which a registry or fishery endorsement is not required. If a non-documented UTV is suspected of being at least five net tons and meets the criteria listed in the above regulation, the owner/operator should be directed to submit a completed Application for Simplified Measurement (form CG-5397) to the National Vessel Documentation Center for tonnage and documentation requirement clarification. It is encouraged that the UTV examiners assist the owner/operator with application process. There is an online, interactive version of this form, which will do the calculations for owner/operator.

Further information, as well as other relevant FAQs concerning documentation and tonnage, can be found on the National Vessel Documentation Center’s website.

Towing Vessel National Center of Expertise Lists the Top Ten UTV Deficiencies

The Coast Guard Towing Vessel National Center of Expertise has posted a list of the ten most frequently observed towing vessel deficiencies found during uninspected towing vessel examinations. The deficiency list can be found on the Towing Vessel National Center of Expertise’s website in the Handouts section within Outreach. http://www.uscg.mil/hq/cg5/TVNCOE/Documents/Handouts/Top10DefsMay2013.pdf

USCG Warns Of Fake Fire Extinguishers

The U.S. Coast Guard Inspections and Compliance Directorate has issued a Marine Safety Alert saying that the Coast Guard has recently become aware of counterfeits of U.S. Coast Guard approved portable fire extinguishers manufactured by Amerex Corporation and Buckeye Fire Equipment. The safety alert says that both companies are major producers of genuine approved fire extinguishing equipment and serve a worldwide market. The counterfeit extinguishers present a significant safety hazard. Their capability to extinguish a fire is unproven; they may be charged with a powdery substance that is not a fire extinguishing agent, the pressure cylinder is not DOT approved, and the pressure gauge may not function or give false readings. (Insurance Journal, 3/21/2013) Courtesy AIMU Weekly Bulletin

In a typical year, Alaska’s 1,060-mile Arctic coastline is encased in shorefast ice from November to July, a period when few – except for the Iñupiat whalers who ply the narrow offshore leads in their sealskin boats during the spring bowhead whale season – venture offshore. In midsummer, when the ice begins to recede, it’s a busy maritime environment, and getting busier, as the Arctic ice-free season grows longer. During the busiest months, August and September 2012, according to Rear Adm. Thomas Ostebo, commander of the U.S. Coast Guard’s 17th District, there can be upward of 50 vessels along Alaska’s Arctic coast north of the Bering Strait, with half of them off the coast of Alaska’s North Slope: ecotourism operators; mineral explorers; oil workers supporting offshore drilling preparations; cargo vessels; and scientific research vessels, including a Coast Guard cutter.

Ostebo’s early estimate of the number of vessels passing through the Bering Strait in 2012, from Alaska’s Pacific waters into the Arctic expanse of the Chukchi Sea, was nearly 500 vessels – more than twice the number of Bering transits than in 2008. The surge in Arctic activity, especially ecotourism, has Ostebo concerned about the most likely major event: “My biggest concern is a mass rescue, a mass casualty situation in the Arctic. If something like the Costa Concordia case that happened in Italy played out with one of these ecotourism boats up there, with 500 people aboard, how would we get out there and rescue that many people? Where would we bring them for triage? How would we get them to advanced life support and care outside the North Slope, because they don’t have that capacity there? How quickly would we overrun the local community health centers? Those kind of things I think we really have a requirement to exercise in 2013.” (Coast Guard Outlook, 4/4/2013) Courtesy AIMU Weekly Bulletin.

‘Ghost ship’ nears Ireland

Three weeks after it was cast adrift into the North Atlantic, a rat-infested ‘ghost ship’ from St. John’s has put European authorities on alert after it reappeared drifting towards the Irish coast.

The 100-metre-long MV Lyubov Orlova is still 2,400 km from the beaches of Galway, but the Irish Coast Guard is poring over satellite imagery to make sure the ship can be wrangled away before it drifts into shipping lanes or breaks apart on the coast.

In better times, the Yugoslavia built vessel worked as an ‘expedition’ cruise ship specialising in polar regions. That came to an end in September, 2010 when Canadian authorities seized the ship during a stopover in St John’s, Newfoundland as part of a lawsuit led by Cruise North Expeditions against the vessel’s Russian owners.

On 22 January the ship was sold to a scrap merchant for $275,000, hooked up to a tugboat and hauled out to sea on course to the Dominican Republic, where it was to be sold for scrap.

Less than 24 hours out of port, however, the tow-line snapped. Husky Energy dispatched the supply ship Atlantic Hawk to capture the vessel and tow it away from offshore oil platforms, but once it was firmly within international waters, the ship was again set loose.

In a statement, Transport Canada assured Canadians at the time that it was ‘very unlikely’ that the ship would veer back into Canadian waters. Courtesy Flashlight

Recent Catastrophes Highlight Risks For Marine Market

Catastrophes such as last year’s Superstorm Sandy present one of the greatest risks facing marine cargo owners and their insurers. A significant but still undetermined portion was for cargo, including automobile, coffee/cocoa industry and fine arts losses. Additionally, two major marine losses since late 2011 have highlighted risks for shipowners and marine liability underwriters. Protection and indemnity insurers have seen wreck removal costs skyrocket – not just for large ships such as the Costa Concordia, which ran aground off the coast of Italy in January 2012 – but also for smaller cargo vessels.

The generally increasing size of ships, more sophisticated salvage technology and more active environmental oversight have contributed to the rising tide of costs. Costa Concordia’s refloating and removal is expected to cost P&I insurers more than $560 million, while liability claims from passengers and family of the 32 people killed in the wreck are estimated at $100 million or more, depending on whether suits filed in the United States are transferred to European courts, several marine sources said. With a hull loss of more than $500 million, the total cost of the wreck will surpass $1 billion.

That loss closely followed the October 2011 wreck off New Zealand of the MV Rena, a relatively small container ship that has nevertheless generated an estimated $300 million in removal costs because of engineering challenges and its location. Rising government concern about the ecological effect of wrecks is one factor driving up costs. It may have been cheaper to cut up the Costa Concordia on-site rather than refloating it, but Italian authorities and others involved concluded that the environmental risk was too great, according to a Lloyd’s of London report in March.

Increasingly, sophisticated salvage technology also contributes to higher costs. Salvors can reach fuel bunkers and cargo in deeper and deeper water and, where a wreck is reachable; government authorities more often are demanding that it be done, according to the Lloyd’s report. The increasing size of vessels also is an issue. While the Rena’s 1,300 containers took months to extract – the angle of a capsized ship making recovery difficult and time-consuming – the largest container ships now can carry the equivalent of 12,000 to 16,000 20-foot containers and present a much greater potential risk. The expense of removing the Costa Concordia wreck played a large role in the sharp tightening of terms in the February reinsurance renewals for 13 members of the London-based International Group of P&I Clubs, sources agreed. Reinsurance rates increased 40% overall, with passenger vessels seeing a 125% increase and dry cargo vessels, such as container ships, seeing a 39% increase, according to a Willis summary of the placement. (Business Insurance, 5/5/2013) Courtesy AIMU Weekly Bulletin

Container Ship Scrapping Heads For Record

A record number of container ships, including increasingly younger vessels, is set to be scrapped this year, but this won’t reduce the current oversupply of vessels, according to industry analyst Alphaliner. Scrapping is likely to reach 450,000 20-foot-equivalent units if the current pace of demolition continues, surpassing the record 381,000 TEUs removed from the world fleet in 2009. In the first four months of 2013, ships totaling 195,000 TEUs have been scrapped or decelled. The average age of such ships has fallen to a low of 22 years, compared with 25 to 30 years historically. The surging scrapping rate is largely attributable to an increase in the number of 3,000- to 5,000-TEU vessels being sold to breakers’ yards, with 30 ships of this size sold for scrap so far this year. (Journal of Commerce, 5/7/2013) Courtesy AIMU Weekly Bulletin

To Retrofit Or To Scrap? That Is The Question

“How long can smaller, less well-known owners, especially ones with only one ship, continue to run their grand and less than grand old ladies?” Asked Chris Morgan, an industry credit expert, in a commentary piece for SVM Shipping SA. This is the decision that operators are increasingly faced with when looking to optimise their operations.

An engine-room fire caused a blackout aboard a cruise ship in the Gulf of Mexico, leaving 4,200 people adrift and suffering without power for lights, cooking or toilets for five days.

The Feb. 10 fire aboard Carnival Triumph was caused by a leak from a fuel line near one engine, the U.S. Coast Guard said. Although the blaze was extinguished almost immediately, all power shut down except for one emergency generator. It was the third Carnival Corp. vessel in three years to experience an engine-room fire causing total power loss. The others were Carnival Splendor in 2010 and Costa Allegra in 2012. Independently owned cruise ship Ocean Star Pacific went adrift off Mexico in 2011. Those vessels were of varying ages and classes and were designed with differing degrees of redundancy. Still, the Carnival Triumph incident has renewed an industry debate over the safety of cruise ships and the shocking inability of some to sail home if a fire damages even a fraction of its propulsion capability. The Bahamas flag authority is leading the investigation. The U.S. Coast Guard and National Transportation Safety Board have joined the probe and may issue recommendations to the industry. For decades, the International Maritime Organization (IMO) has pushed design standards that would ensure that cruise ships would not go adrift in the event of engine-room fires. (www.professionalmariner.com, 5/13/2013) Courtesy AIMU Weekly Bulletin

Report Warns Of Rise In Maritime Crime In SE Asia

UK’-based marine intelligence provider, Dryad Maritime, is releasing a special report – “Special Advisory Southeast Asia. Disorganized theft to organized crime” – which will focus on the rise of targeted hijackings in South East Asia. The advisory, to be released today, March 18, 2013, provides an overview of the security situation and the increased threat from maritime crime in the region. Dryad said its risk analysis of these incidents “has shown that the hijack of merchant vessels does not follow the same pattern as seen in the Horn of Africa where vessels and crew are taken to be ransomed back to their original owners. “In South East Asia, hijackings are a more sophisticated business, led by intelligence where vessels are targeted for their cargo or for the hull, to pre-arranged customers.” The report focuses on what Dryad described as “the evolving trend of marine piracy to target commercial vessels.” It is of particular interest for ship owners, managers and charterers operating in “maritime high risk areas spanning the Singapore Straits, the South China Sea and the Indonesian archipelago,” Dryad Said. (Insurance Journal, 3/18/2013) Courtesy AIMU Weekly Bulletin.

First Quarter Cargo Thefts

In the first quarter of this year, there were 188 cargo theft incidents in the United States, 25% less than the fourth quarter of last year, FreightWatch International (USA) Inc. said in a report. The average loss was $141,266 during the first quarter, a 21% decrease compared with the previous quarter. The report said that of all thefts, food and drink products were the most stolen during the first quarter, at 24%. Florida and Texas were the top states for cargo thefts, tied at 31 each, FreightWatch said. Georgia, California, New Jersey, Alabama and Illinois rounded out the top six. Stolen trailers accounted for 61% of all thefts during the quarter, while deceptive pickups accounted for 10%. “Despite an overall decrease in thefts” compared with the fourth quarter, “several product types saw increases in theft numbers this quarter,” the report said. The food and drink industry remained the most targeted, at 46 thefts in the first quarter of this year compared with 45 in the fourth quarter of last year. Pharmaceutical thefts doubled from 12 to 24 in the same time period, with an average value of $234,684 per theft. Stolen clothing and shoes fell from 21 incidents in the fourth quarter of 2012 to five in this year’s first quarter. Thefts targeting the electronics industry decreased from 37 to 22 during the period. (Business Insurance, 4/29/2013) Courtesy AIMU Weekly Bulletin

French Investigation Into Foundering Leaves Questions Unanswered

The long awaited, yet frequently delayed, report on the sinking of the megayacht Yogi has been published by the French authorities but has left many questions unanswered about who is to blame for the incident. Despite being published 12 months after the sinking, the document is somewhat sparse on facts and findings and appears to fall far short of the edifying document that the superyacht industry was hoping to read and learn from.

The 40 page report with a further appendix running to 50 pages gives little away that was not already known and in places, appears to directly contradict evidence allegedly given by the crew to the Greek authorities made just hours after the sinking.

Beamer clearly believes it would be a good idea to have verifiable evidence that backs up the testimony of the crew. This undoubtedly lies behind the recommendation that yachts should be fitted with voyage data recording devices (VDR).

The report came as a relief to the Turkish shipyard that built her, as it found them not to be at fault. CEO at Proteksan, Memhet Karabeyoğlu said he was relieved by the outcome as they had already suffered financially due to rumour and ‘witch hunting’ since the incident. He said: ‘It is clear, as we at the shipyard have always felt and known, that Proteksan Turquoise acted within the law; that the shipyard did everything that was expected of it; and that there was no failings on our part.’

In April 2012 three Turkish Court-appointed experts concluded that Yogi did not sink due to any design or engineering fault or any construction defect. The court appointed experts independently and without the knowledge of Beamer arrived at similar conclusions, in part, to those reached by the French investigators.

The report still leaves many questions unanswered and because it does so, it raises many more that should have been addressed, especially when it comes to impartiality. The safe manning document is not referred to in the report despite the fact that the yacht normally carries a crew of 15, was sailing in deplorable weather conditions and was doing so shorthanded with just eight crew members on board.

The report is silent on the issue of crew fatigue. The crew had been at work all day in the shipyard while preparing Yogi for sea and took on bunkers after leaving the shipyard. When this is applied to the practice of running of a large yacht, it indicates that the guidelines for crew hours of rest may well have been breached.

It also makes no mention of the floating cushions, a subject hotly debated among captains of superyachts on the internet. The cushions were probably stowed below decks, but photographs taken from helicopters show them to be floating off the yacht’s starboard quarter. The French report never mentions them and does not question what must have been open to let the cushions float free of the yacht.

It states that the captain had reservations about the yacht’s stability but does not question whether he had these doubts once he was out at sea or before he left the dock.

The report draws attention to the fact that the yacht’s crew had 14 portable VHF sets onboard. It repeatedly says that crew did not have them with them but does not question why, or ask where they were.

The whereabouts of the ship’s logbook is also of concern. Despite being placed inside a watertight bag, it seems to have been lost during the rescue, yet the crew managed to leave the yacht with their personal passports and valuable documents intact. The report raises serious problems for professional yacht crew seeking to learn from such incidents, unfortunately, it seems that the French report into the Foundering of Yogi has left many in the dark. Courtesy Flashlight

U. S. National Hurricane Center Learns Lesson From Sandy

Changes Warnings – Responding to criticism after Superstorm Sandy, the National Hurricane Center says it will change the way it warns people about tropical storms that morph into something else. At the height of Sandy, as the hurricane knocked on the Northeast coast, forecasters at the center stopped issuing advisories and warnings because the storm merged with two cold-weather systems, lost its tropical characteristics and mutated into a hybrid megastorm. Under the new policy, the hurricane center in Miami will continue to put out warnings and advisories if a storm threatens people and land, even if a hurricane or tropical storm becomes something different. (Insurance Journal, 4/3/2013) Courtesy AIMU Weekly Bulletin.

Boating In U.S. Getting Safer

U.S. Coast Guard releases 2012 Recreational Boating Statistics Report showing the lowest number of fatalities on record, overall drop in accidents & injuries. From 2011 to 2012, deaths in boating-related accidents decreased from 758 to 651, a 14.1 percent decrease; injuries decreased from 3,081 to 3,000, a 2.6 percent reduction; and the total reported recreational boating accidents decreased from 4,588 to 4,515, a 1.6 percent decrease. The fatality rate for 2012 of 5.4 deaths per 100,000 registered recreational vessels reflected a 12.9 percent decrease from the previous year’s rate of 6.2 deaths per 100,000 registered recreational vessels. Property damage totaled approximately $38 million. The report states alcohol use was the leading contributing factor in fatal boating accidents; it was listed as the leading factor in 1.7 percent of the deaths. Operator inattention, operator inexperience, improper lookout, machinery failure and excessive speed ranked as the top five primary contributing factors in accidents. Almost 71 percent of all boating accident victims drowned, with 84 percent of those victims not reported as wearing a life jacket. The most common types of vessels involved in reported accidents were open motorboats, personal watercraft and cabin motorboats. (www.marinelink.com, 5/13/2013) Courtesy AIMU Weekly Bulletin.

A person without a sense of humor is like a wagon without springs. It’s jolted by every pebble on the road. Henry Ward Beecher

A Poem

WAY OF A MAN

That night the hills of Flattery were thick with fallen pines
As the wind played up and down the Beaufort scale.
The old Amelia Carter loosed her after deckload lines
And the load swept Arnie Nelson past the rail,
With a bight of stout manila tangled fast around his knee
And the forward lashin’ creakin’ with the strain,
When down the crazy log-jam comes Ginger-top McGee
With a line around his middle for to pull him back again,
And he slashes off the coil o’rope and hauls the squarehead in,
With the work-lights throwin’ shadows on the sea.
As the forward lashin’s parted, the Swede put on a grin,
And I heard him mumble something to McGee.
“I guess I have to thank you. Thought I was on the shelf…”
“The pleasure,” said McGee, “is mine, you heel.
I’m savin’ ye to fatten up and slaughter for meself…”
For men may never speak the things they feel.

By James A. Quinby, The Street And The Sea

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